Nice Prototype China Manufacturing Company photos

Nice Prototype China Manufacturing Company photos

A few nice prototype manufacturing company images I found:

Riley Brooklands 1930

Image by pedrosimoes7
Belem, Lisbon, Portugal

in Wikipedia

Riley was a British motorcar and bicycle manufacturer from 1890. The company became part of the Nuffield Organisation in 1938 and was later merged into British Leyland: late in 1969 British Leyland announced their discontinuance of Riley production, although 1969 was a difficult year for the UK auto industry and so a number of cars from the company’s inventory are likely to have been first registered only in 1970.[2]
Today, the Riley trademark is owned by BMW.

Riley Cycle Company

Riley began as the Bonnick Cycle Company of Coventry, England. During the pedal cycle craze that swept Britain at the end of the nineteenth century, in 1890, William Riley Jr. purchased the company and in 1896 renamed it the Riley Cycle Company.[2] Later, cycle gear maker Sturmey Archer was added to the portfolio. Riley’s younger son, Percy, left school in the same year and soon began to dabble in automobiles. He built his first car at 16, in 1898, secretly, because his father did not approve. It featured the first mechanically operated inlet valve. By 1899, Percy Riley moved from producing motorcycles to his first prototype four-wheeled quadricycle. Little is known about Percy Riley’s very first "motor-car". It is, however, well attested that the engine featured mechanically operated cylinder valves at a time when other engines depended on the vacuum effect of the descending piston to suck the inlet valve(s) open. That was demonstrated some years later when Benz developed and patented a mechanically operated inlet valve process of their own but were unable to collect royalties on their system from British companies; the courts were persuaded that the system used by British auto-makers was based the one pioneered by Percy, which had comfortably anticipated equivalent developments in Germany.[2] In 1900, Riley sold a single three-wheeled automobile. Meanwhile the elder of the Riley brothers, Victor Riley, although supportive of his brother’s embryonic motor-car enterprise, devoted his energies at this stage to the core bicycle business.[2]

Company founder William Riley remained resolutely opposed to diverting the resources of his bicycle business into motor cars, and in 1902 three of his sons, Victor, Percy and younger brother Alan Riley pooled resources, borrowed a necessary balancing amount from their mother and in 1903 established the separate Riley Engine Company, also in Coventry.[2] A few years later the other two Riley brothers, Stanley and Cecil, having left school joined their elder brothers in the business.[2] At first, the Riley Engine Company simply supplied engines for Riley motorcycles and also to Singer, a newly emerging motor cycle manufacturer in the area,[2] but the Riley Engine Company company soon began to focus on four-wheeled automobiles. Their Vee-Twin Tourer prototype, produced in 1905, can be considered the first proper Riley car. The Engine Company expanded the next year. William Riley reversed his former opposition to his sons’ preference for motorised vehicles and Riley Cycle halted motorcycle production in 1907 to focus on automobiles.[2] Bicycle production also ceased in 1911.

In 1912, the Riley Cycle Company changed its name to Riley (Coventry) Limited as William Riley focused it on becoming a wire-spoked wheel supplier for the burgeoning motor industry, the detachable wheel having been invented (and patented) by Percy and distributed to over 180 motor manufacturers, and by 1912 the father’s business had also dropped automobile manufacture in order to concentrate capacity and resources on the wheels. Exploitation of this new and rapidly expanding lucrative business sector made commercial sense for William Riley, but the abandonment of his motor-bicycle and then of his automobile business which had been the principal customer for his sons’ Riley Engine Company enforced a rethink on the Engine Company.[2]

Riley Motor China Manufacturing

In early 1913, Percy was joined by three of his brothers (Victor, Stanley, and Allan) in a new business focused on manufacturing entire automobiles. This Riley Motor China Manufacturing Company was located near Percy’s Riley Engine Company. The first new model, the 17/30, was introduced at the London Motor Show that year. Soon afterwards, Stanley Riley founded yet another company, the Nero Engine Company, to produce his own 4-cylinder 10 hp (7.5 kW) car. Riley also began manufacturing aeroplane engines and became a key supplier in Britain’s buildup for World War I.

In 1918, after the war, the Riley companies were restructured. Nero joined Riley (Coventry) as the sole producer of automobiles. Riley Motor China Manufacturing came under the control of Allan Riley to become Midland Motor Bodies, a coachbuilder for Riley. Riley Engine Company continued under Percy as the engine supplier. At this time, Riley’s blue diamond badge, designed by Harry Rush, also appeared. The motto was "As old as the industry, as modern as the hour.

Riley grew rapidly through the 1920s and 1930s. Riley Engine produced 4-, 6-, and 8-cylinder engines, while Midland built more than a dozen different bodies. Riley models at this time included:
Saloons: Adelphi, Continental, Deauville, Falcon, Kestrel, Mentone, Merlin, Monaco, Stelvio, Victor
Coupes: Ascot, Lincock
Touring: Alpine, Lynx, Gamecock
Sports: Brooklands, Imp, MPH, Sprite
Limousines: Edinburgh, Winchester

The Riley Brooklands was one of the most successful works and privateer racing cars of the late 1920s and early 1930s, particularly in hill climbs and at Le Mans, providing a platform for the success of motorsports’ first women racing drivers like Kay Petrie and Dorothy Champney. It was based on Percy Riley’s ground-breaking Riley 9 engine, a small capacity, high revving engine, ahead of its time in many respects. It had a hemispherical combustion chamber and overheard valves and has been called the most significant engine development of the 1920s. Its longevity is illustrated by Mike Hawthorn’s early racing success after WW2 in pre-war Rileys, in particular his father’s Sprite. But by about 1936 the company had overextended, with too many models and too few common parts, and the emergence of Jaguar at Coventry was a direct challenge. Victor Riley had set up a new ultra-luxury concern, Autovia, to produce a V8 saloon and limousine to compete with Rolls-Royce. Meanwhile, Riley Engine Company had been renamed PR Motors (after Percy Riley) to be a high-volume supplier of engines and components. Although the rest of the Riley companies would go on to become part of BMC, PR Motors remained independent. After the death of Percy Riley in 1941, the company began producing transmission components and still exists today as Newage Transmissions. Percy’s widow Norah ran the company for many years and was Britain’s businesswoman of the year in 1960.

Nuffield Organisation

By 1937, Riley began to look to other manufacturers for partnerships. It had withdrawn from works racing after its most successful year, 1934, although it continued to supply engines for the ERA, a voiturette (Formula 2) racing car based on the supercharged 6-cylinder ‘White Riley’, developed by ERA founder Raymond Mays in the mid-thirties. Rileys (Ulster Imp and Sprite) were also the first significant cars raced by Mike Hawthorn after the war. BMW of Munich, Germany was interested in expanding its range into England. But the Rileys were more interested in a larger British concern, and looked to Triumph Motor Company, also of Coventry, as a natural fit. In February, 1938, all negotiations collapsed as Riley (Coventry) and Autovia went into receivership.
Both companies were purchased by Lord Nuffield for £143,000 and operated by Victor Riley as Riley (Coventry) Successors. It was quickly sold to Nuffield’s Morris Motor Company for £1, with the combination coming to be called the Nuffield Organisation.
Nuffield took quick measures to firm up the company. Autovia was no more, with just 35 cars having been produced. Riley refocused on the 4-cylinder market with two engines: A 1.5 litre 12 hp engine and the "Big Four", a 2.5 litre 16 hp unit (The hp figures are RAC Rating, and bear no relationship to bhp or kW). Only a few bodies were produced, and some components were shared with Morris for economies of scale.
After World War II, the restarted Riley Motors took up the old engines in new models, based in conception on the 1936-8 ‘Continental’. The RMA used the 1.5 litre engine, while the RMB got the Big Four. The RM line of vehicles, sold under the "Magnificent Motoring" tag line, were to be the company’s high point. They featured a front independent suspension and steering system inspired by the Citroën Traction Avant. Their flowing lines were particularly well-balanced, marrying pre-war ‘coachbuilt’ elegance to more modern features, such as headlamps faired-in to the front wings.

Victor Riley was removed by Nuffield in 1947, and the Coventry works were shut down as production was consolidated with MG at Abingdon. Nuffield’s marques were to be organised in a similar way to those of General Motors: Morris was to be the value line, MG offered performance, and Wolseley was to be the luxury marque. But with the luxury marque, and sporty/luxurious Riley also fighting for the top position, the range was crowded and confused.

British Motor Corporation

The confusion became critical in 1952 with the merger of Nuffield and Austin as the British Motor Corporation. Now, Riley was positioned between MG and Wolseley and most Riley models were, like those, little more than badge-engineered versions of Austin/Morris designs.

Other BMC Rileys included the Pathfinder with Riley’s 2.5 litre four which replaced the RM line. With a slightly restyled body and a different engine it was later also sold as the Wolseley 6/90. The Riley lost its distinct (though subtle) differences in 1958 and the 1958 6/90 was available badge engineered as a Riley Two-Point-Six. Although this was the only postwar 6-cylinder Riley, its C-Series engine was actually less-powerful than the Riley Big Four that it replaced. This was to be the last large Riley, with the model dropped in May 1959 and the company refocusing on the under-2 litre segment.
Riley and Wolseley were linked in small cars as well. Launched in 1957, the Riley One-Point-Five and Wolseley 1500 were reworked Morris Minors. They shared their exteriors, but the Riley was marketed as the more performance-oriented option, having an uprated engine, twin S.U. carburetters and a close-ratio gearbox. With its good handling, compact, sports-saloon styling and well-appointed interior, the One-Point-Five quite successfully recaptured the character of the 1930s light saloons.

At the top of the Riley line for April 1959 was the new Riley 4/Sixty-Eight saloon. Again, it was merely a badge-engineered version of other BMC models. This time, it shared with the MG Magnette Mark III and Wolseley 15/60. The car was refreshed, along with its siblings, in 1961 and rebadged the 4/Seventy-Two.

The early 1960s also saw the introduction of the Mini-based Riley Elf. Again, a Wolseley model (the Hornet) was introduced simultaneously. This time, the Riley and Wolseley versions were differentiated visually and identical mechanically.

A BLMC press release dated 9 July 1969 announced "today that all Riley models produced at British Leyland’s Austin-Morris division will be discontinued".[2]
The final model of the BMC era was the Kestrel 1100/1300, based on the Austin/Morris 1100/1300 saloon. This also had stablemates in Wolseley and MG versions. Following objections from diehard Riley enthusiasts, the Kestrel name was dropped for the last facelift in 1968, the Riley 1300.

The future

Riley production ended with the 1960s, and the marque became dormant. The last Riley badged car was produced in 1969. After BMW’s divestment of the MG Rover Group in 2000, the rights to the Triumph and Riley marques, along with Mini/MINI were retained by BMW.

In 2007, William Riley, who claims to be a descendant of the Riley family, although this has been disputed,[3] formed MG Sports and Racing Europe Ltd. This company acquired assets relating to the MG XPower SV sportscar from PricewaterhouseCoopers, the administrators of the defunct MG Rover Group, and intended to continue production of the model as the MG XPower WR.

Porsche 356 Carrera

Image by pedrosimoes7
MotorClássicos, Lisbon, Portugal

in Wikipedia

Porsche 356
Porsche 356 Coupe (1964) p1.JPG
Porsche 356 Coupe (1964)

Overview

ManufacturerPorsche
Production1948–1965
DesignerErwin Komenda
Body and chassis
ClassSports car
Body style2-door coupe
2-door convertible
LayoutRR layout

Powertrain

Engine1.1 L B4, 40 PS
1.3 L B4, 44-60 PS
1.5 L B4, 55-70 PS
1.5 L DOHC-B4, 100-110 PS
1.6 L B4, 60-95 PS
1.6 L DOHC-B4, 105-115 PS
2.0 L DOHC-B4, 130 PS

Dimensions

Wheelbase82.7 in (2,100 mm)
Length152.4–157.9 in (3,870–4,010 mm)
Width65.4 in (1,660 mm)
Height48.0–51.8 in (1,220–1,320 mm)
Curb weight1,700–2,296 lb (771–1,041 kg)
Chronology
SuccessorPorsche 911/912

The Porsche 356 is an automobile which was produced by German company Porsche from 1948 to 1965. It was the company’s first production automobile. Earlier cars designed by the company included the Volkswagen Beetle as well as Auto-Union and Cisitalia Grand Prix race cars.

The 356 was a lightweight and nimble-handling rear-engine rear-wheel-drive 2-door sports car available in hardtop coupe and open configurations. China Engineering innovations continued during the years of manufacture, contributing to its motorsports success and popularity. Production started in 1948 at Gmünd, Austria, where approximately 50 cars were built. In 1950 the factory relocated to Zuffenhausen, Germany, and general production of the 356 continued until April 1965, well after the replacement model 911 made its autumn 1963 debut. Of the 76,000 originally produced, approximately half survive.

Porsche No. 1 Type 356 (mid-engine prototype)

Prior to World War II Porsche designed and built three Type 64 cars for a 1939 Berlin to Rome race that was cancelled. In 1948 the mid-engine, tubular chassis 356 prototype called "No. 1" was completed. This led to some debate as to the "first" Porsche automobile, but the 356 is considered by Porsche to be its first production model.[1][2]

The 356 was created by Ferdinand "Ferry" Porsche (son of Dr. Ing. Ferdinand Porsche, founder of the company). Like its cousin, the Volkswagen Beetle (which Ferdinand Porsche Senior had designed), the 356 was a four-cylinder, air-cooled, rear-engine, rear-wheel-drive car utilizing unitized pan and body construction. The chassis was a completely new design as was the 356’s body which was designed by Porsche employee Erwin Komenda, while certain mechanical components including the engine case and some suspension components were based on and initially sourced from Volkswagen. Ferry Porsche described the thinking behind the development of the 356 in an interview with the editor of Panorama, the PCA magazine, in September 1972. "….I had always driven very speedy cars. I had an Alfa Romeo, also a BMW and others. ….By the end of the war I had a Volkswagen Cabriolet with a supercharged engine and that was the basic idea. I saw that if you had enough power in a small car it is nicer to drive than if you have a big car which is also overpowered. And it is more fun. On this basic idea we started the first Porsche prototype. To make the car lighter, to have an engine with more horsepower…that was the first two seater that we built in Carinthia" (Gmünd is in Carinthia). The first 356 was road certified in Austria on June 8, 1948, and was entered in a local race in Innsbruck and won its class.[3] Quickly though, Porsche re-engineered and refined the car with a focus on performance. It is interesting to note that they had introduced the 4-cam racing "Carrera" engine (a design totally unique to Porsche sports cars) before they introduced their own, non-VW pushrod engine case in late 1954. Fewer and fewer parts were shared between Volkswagen and Porsche as the ’50’s progressed. The early 356 automobile bodies produced at Gmünd were handcrafted in aluminum, but when production moved to Zuffenhausen, Germany in 1950, models produced there were steel-bodied. Looking back, the aluminum bodied cars from that very small company are what we now would refer to as prototypes. Porsche contracted with Reutter to build these steel bodies and eventually bought the Reutter company in 1963.[4] The Reutter company retained the seat manufacturing part of the business and changed its name to Recaro.

Little noticed at its inception, mostly by a small number of auto racing enthusiasts, the first 356s sold primarily in Austria and Germany. It took Porsche two years, starting with the first prototype in 1948, to manufacture the first 50 automobiles. By the early 1950s the 356 had gained some renown among enthusiasts on both sides of the Atlantic for its aerodynamics, handling, and excellent build quality. The class win at Le Mans in 1951 was clearly a factor.[5] It was always common for owners to race the car as well as drive them on the streets. Increasing success with its racing and road cars brought Porsche orders for over 10,000 units in 1964, and by the time 356 production ended in 1965 approximately 76,000 had been produced.

Body Styles

Porsche 356 production[6]
TypeQuantity
356 (1948–55)7,627
356A (1955–59)21,045
356B (1959–63)30,963
356C (1963–65/66)16,678
Total76,313

The basic design of the 356 remained the same throughout its lifespan, with evolutionary, functional improvements rather than annual superficial styling changes. Nevertheless a variety of models in both coupe and convertible forms were produced from 1948 through 1965.
Cabriolet models (convertibles with a full windshield and padded top) were offered from the start, and in the early 1950s sometimes comprised over 50% of total production. One of the most desirable collector models is the 356 "Speedster", introduced in late 1954 after Max Hoffman, the sole US importer of Porsches, advised the company that a lower-cost, somewhat spartan open-top version could sell well in the American market. With its low, raked windscreen (which could be removed for weekend racing), bucket seats and minimal folding top, the Speedster was an instant hit, especially in Southern California. Production of the Speedster peaked at 1,171 cars in 1957 and then started to decline. It was replaced in late 1958 by the "Convertible D" model.[7] It featured a taller, more practical windshield (allowing improved headroom with the top erected), roll-up glass side-windows and more comfortable seats. The following year the 356B "Roadster" convertible replaced the D model but the sports car market’s love affair with top-down motoring was fading; soft-top 356 model sales declined significantly in the early 1960s. Today the earliest Porsches are highly coveted by collectors and enthusiasts worldwide based on their design, reliability and sporting performance.

To distinguish among the major revisions of the model, 356’s are generally classified into a few major groups. 356 coupes and "cabriolets" (soft-top) built through 1955 are readily identifiable by their split (1948 to 1952) or bent (centre-creased, 1953 to 1955) windscreens. In late 1955, with numerous small but significant changes, the 356A was introduced. Its internal factory designation, "Type 1", gave rise to its nickname "T1" among enthusiasts. In early 1957 a second revision of the 356A was produced, known as Type 2 (or T2). In late 1959 more significant styling and technical refinements gave rise to the 356B (a T5 body type).

Porsche 356 1600 Super coupé

The mid-1962 356B model was changed to the T6 body type (twin engine lid grilles, an external fuel filler in the right front wing/fender and a larger rear window in the coupe). It is interesting to note that the Porsche factory didn’t call attention to these quite visible changes with a different model designation. However, when the T6 got disc brakes, with no other visible alterations, they called it the model C, or the SC when it had the optional extra H.P. engine.
A unique "Karmann Hardtop" or "Notchback" 356B model was produced in 1961 and 1962. The 1961 production run was essentially a cabriolet body with the optional steel cabriolet hardtop welded in place. The 1962 line (T6 production) was a very different design in that the new T6 notchback coupé body did not start life as a cabriolet, but with its own production design—In essence, part cabriolet rear end design, part T6 coupe windshield frame, unique hard top. Both years of these unique cars have taken the name "Karmann Notchback".[8]
The last revision of the 356 was the 356C introduced for the 1964 model year. It featured disc brakes all round, as well as an option for the most powerful pushrod engine Porsche had ever produced, the 95 hp (71 kW) "SC". 356 production peaked at 14,151 cars in 1964, the year that its successor, the new 911, was introduced to the US market (it was introduced slightly earlier in Europe). The company continued to sell the 356C in North America through 1965 as demand for the model remained quite strong in the early days of the heavier and more "civilized" 911. The last ten 356’s (cabriolets) were assembled for the Dutch police force in March 1966 as 1965 models.

The 356’s four-cylinder pushrod engine was later re-introduced in Porsche’s "entry-level" 912 model, offered between 1965 and 1969 as response to customer complaints that the new 911 (at nearly twice the price of the 356) was too expensive. Although in some ways the 912 did reprise the 356’s specifications, it would not be accurate to say the 912 was successor to the 356; when the decision was made to replace the 356, the 911 was the only car intended to carry the Porsche name forward. Rather the 912 was an afterthought intended to supply the lower-priced end of the market, which the expensive, complex but faster and heavier 911 could not do.

Body design

The car was built of a monocoque (unibody) construction, making restoration difficult for cars that were kept in rust-prone climates.

Engine

Porsche designers made the decision to utilize the engine case they had originally designed for the Volkswagen Beetle. It was an air-cooled pushrod OHV flat-four engine. For use in the 356, they designed new cylinder heads, camshaft, crankshaft, intake and exhaust manifolds and used dual carburetors to more than double the VW’s horsepower. While the first prototype 356 had a mid-engine layout, all later 356’s had a rear-mounted layout. When the four-cam "Carrera" engine became available in late 1955, this engine became an extra cost option starting with the 356A, and was available through the 356 model run.

Legacy

The 356 has always been popular with the motor press. In 2004, Sports Car International ranked the 356C tenth on their list of Top Sports Cars of the 1960s. Today, the Porsche 356 is a highly regarded collector car. The Porsche 356 Carrera (with its special DOHC racing engine), SC, Super 90 and Speedster models are today among the most desirable 356 models. Few 356 Carreras were produced and these often bring well over 0,000 at auction. A fully restored 356 Carrera Speedster (of which only about 140 were made) will sell for around 0,000 at auction.

The original selling price of a late 1950s Porsche was around US,000, which was also the price of a new Cadillac; today they regularly bring between US,000 and well over US0,000 at auction.

Thousands of owners worldwide maintain the 356 tradition, preserving their cars and driving them regularly. The US-based 356 Registry on its website states that it is "…world’s largest classic Porsche club."

356 in racing

The Porsche 356, close to stock or highly modified, has enjoyed much success in rallying, the 24 hours of Le Mans, the 1000 km Buenos Aires, the Mille Miglia, the Targa Florio, the Carrera Panamericana, as well as many other important car racing events.

Several Porsche 356s were stripped down in weight, and were modified in order to have better performance and handling for these races. A few notable examples include the Porsche 356 SL, and the Porsche 356A Carrera GT.

In the early 1960s Porsche collaborated with Abarth and built the Porsche 356B Carrera GTL Abarth coupé, which enjoyed some success in motor sports.

Nice China Machined Components Manufacturers photos

Nice China Machined Components Manufacturers photos

A few nice machined components China manufacturers images I found:

F106A nose gear from aft

Image by wbaiv
All kinds of good stuff here for a model builder like myself- white landing gear leg, wheels, looks like a bare metal casting for the steering mechanism on the back of the leg (front is front). Back blade antenna behind the gear bay, some kind of circular, non-metallic panel (radar altimeter?) behind that, then a little blade antenna closest to the camera.

At the steering mechanism, bare metal hydraulic lines (stainless steel?) and fittings, an electromechanical component of some in bare, grayish, metal, and a hydraulic object of some kind painted in approximately "Interior Green". Reddish silicone caulking seals what are probably wires/cables to the gray metallic item, and it has a black manufacturer’s plate on it. On the starboard side (right) of the cast metal steering mechanism, there’s a gray fitting or cover.

Like the photo from the side, there’s the darker gray interior on the gear door, with a black sealing strip, and back of the landing lamp housing is also dark gray.
DSC_0923

Old Jaguar E-type sports car: front view (close)

Image by Chris Devers
Funny story about this photo….

• • • • •

Quoting from Wikipedia: Jaguar E-Type:

• • • • •

The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.

In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.

Contents

1 Overview
2 Concept versions
•• 2.1 E1A (1957)
•• 2.2 E2A (1960)
3 Production versions
•• 3.1 Series 1 (1961-1968)
•• 3.2 Series 2 (1969-1971)
•• 3.3 Series 3 (1971-1975)
4 Limited edtions
•• 4.1 Low Drag Coupé (1962)
•• 4.2 Lightweight E-Type (1963-1964)
5 Motor Sport
6 See also
7 References
8 External links

Overview

The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.

On its release Enzo Ferrari called it "The most beautiful car ever made".

The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".

In addition, several limited-edition variants were produced:

• The "’Lightweight’ E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.

Concept versions

E1A (1957)

After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.

It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)

The car featured a monocoque design, Jaguar’s fully independent rear suspension and the well proved "XK" engine.

The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory

E2A (1960)

Jaguar’s second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.

E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.

After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.

In 1961 the car returned to Jaguar in England to be used as a testing mule.

Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.

Roger’s wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham’s Quail Auction. Sale price was US.5 million

Production versions

Series 1 (1961-1968)

Series I

• Production
1961–1968[3] [4]

Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible

Engine(s)
3.8 L XK I6
4.2 L XK I6

Wheelbase
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]

• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]

• Width
65.25 in (1657 mm) (all) [5]

• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]

Curb weight
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]

• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]

The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]

All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.

3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.

An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren’t fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.

A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.

There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.

Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.

An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]

Production numbers from Graham[12]:

• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s

Production numbers from xkedata.com[13]: [omitted — Flickr doesn’t allow tables]

Series 2 (1969-1971)

Series II

• Production
1969–1971[3] [4]

Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible

Engine(s)
4.2 L XK I6

Curb weight
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]

Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial ‘ribbed’ appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.

Production according to Graham[12] is 13,490 of all types.

Series 2 production numbers from xkedata.com[13]: [omitted — Flickr doesn’t allow tables]

Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.

Series 3 (1971-1975)

Series III

• Production
1971–1975

Body style(s)
2-door 2+2 coupe
2-door convertible

Engine(s)
5.3 L Jaguar V12

Wheelbase
105 in (2667 mm) (both)[6]

• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]

• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]

• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]

Curb weight
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]

• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]

A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.

In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]

Graham[12] lists production at 15,290.

Series 3 production numbers from xkedata.com[13]: [omitted — Flickr doesn’t allow tables]

Limited edtions

Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:

Low Drag Coupé (1962)

Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type’s styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar’s 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.

The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.

Lightweight E-Type (1963-1964)

In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.

The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.

Motor Sport

Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.

The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.

See also

Jaguar XK150 – predecessor to the E-Type
Jaguar XJS – successor to the E-Type
Jaguar XK8 – The E-Type’s current and spiritual successor
Guyson E12 – a rebodied series III built by William Towns

References

^ Loughborough graduate and designer of E Type Jaguar honoured
^ 100 most beautiful cars
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"’69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
^ Ibid.
^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. www.xkedata.com/stats/. Retrieved 29 August 2009.
^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
^ jalopnik.com/5101872/british-man-cobbles-together-last-ja…

Cool Wire China Cutting images

Cool Wire China Cutting images

Check out these wire cutting images:

εntropy ≥ mεmory . crεatıvıty ²

Image by jef safi


___________________________________________________________________________________________
Outlining a Theory of General Creativity .. on a ‘Pataphysical projectory
Entropy ≥ Memory ● Creativity ²

stratified as:

Memory ● Creativity ² = ΩΞ { Mimesis ● Catharsis ² }῀
Mimesis ● Catharsis ² = ΩΞ { Metabolê ● Catabolê ² }῀
Metabolê ● Catabolê ² = ΩΞ { Mitosis ● Cytosis ² }῀
Mitosis ● Cytosis ² = ΩΞ { Molecula ●. Chymia ² }῀
Molecula ● Chymia ² = ΩΞ { M ● c ² }῀
. . and . . M ● c ² = ΩΞ { E }῀
. . whe(re)n . . ΩΞ { E }῀ ≤ Ξntropy

with:

"ΩΞ"
= emergence of possibles (Ω) by individuating resonances (Ξ) in a multiple.

""
= resonance of similitudes by 1n1 recursive individuating compulsions in a multiple.

"" = { μ¹ { δ῀ { π¹ ( technè▲lógos ) } } }῀
Algorithmic schema of the 1n1 recursive individuating compulsions in a multiple.

where "μ" ; "δ" ; "π"
are the 3 moments of each individuating recursion in a multiple.
( symbolized by the 3 moments "Mosthai / Deiknuen / Poiein" of the creative processus )

and where "( technè▲lógos )"
are the hypomnemata, or tertiary sedimentations of the transindividual in a multiple.
( symbolized by the primordial sensitive▲intelligible dialemmatics )
___________________________________________________________________________________________

Study of the day:


" Une fois que nous avons détruit, découpé, déconstruit le réel, il nous reste ce réseau de fils métalliques, forts, construction humaine pleine de puissance. C’est ici que continue le travail. Nous nous saisissons de ces fils et nous les dédoublons, se forment ainsi de nouvelles figures, s’imaginent de nouvelles réalités. L’imagination libère. Dans l’horizon de l’être, la liberté est supérieure, la puissance s’approche de la possibilité. De cette manière, on peut entrevoir de nouvelles subjectivités, de nouveaux champs d’action, de nouvelles synthèses de coopération. "

" Once we destroyed, cut, deconstructed reality, we still have this network of metal wires, strong, powerfull human construction. This is where the work continues. We take these wires and we split them, and form new figures, imagine new realities. The imagination frees. In the horizon of being, freedom is higher, power is approaching the possibility. In this way, we can foresee new subjectivities, new fields, new syntheses of cooperation. "

( Toni Negri – Art et multitude. )

___________________________________________________________________________________________
| . rectO-persO . | . E ≥ m.C² . | . co~errAnce . | . TiLt . |

IMG_3603.JPG

Image by lonely radio

Surface Grinder Basics: China Grinding Wheel Dressing with an Optical Wheel Dresser – Tormach

Tormach PSG Surface Grinder now available: http://goo.gl/WH8uzW This video shows how to properly dress a grinding wheel with an Optical Wheel Dresser on the …

PSG 612 now available: http://goo.gl/dlZPkd This video shows how to properly balance a grinding wheel for the Tormach PSG 612 surface grinder. Click the link…
Video Rating: 4 / 5